Internal-combustion engine.



G. B. GEARING. INTERNAL COMBUSTION ENGINE.

APPLIOATIOI FILED AIRI20, 1912.

Patented June 16,1914

WITNESSES:

A TTORNEY CHARLES B. GEARING, 0F PITTSBURGH, PENNSYLVANIA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented June 16, 1914.

Application filed April 20, 1912. Serial No. 692.075.

To all whom it may concern:

- Be it known that I, CHARLES B. GEARING,

"a citizen of the United States, residing at Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented cer tain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

The invention relates to internal combustion engines, and particularly to engines of the four cycle type. Ithas for its primary objects; the provision of a sleeve valve mechanism of a simplified and improved form; and the provision of a simplified and improved means for giving the valve the movements necessitated by its construction -Sinaithe arrangement of the ports and by the character of the cycle. The invention is capable of a large number of different embodiments, two of such embodiments being for-the purpose of illustration shown in the accompanying drawing, wherein- Figure 1 is a longitudinal section through an internal combustion engine constructed vin accordance with my invent-ion, Fig. 2 is a transverse section on the line II-II of Fig. 1, Fig. 3 is a section through an engine having' a modified form of valve operating means, and Fig. 4 is aside elevation of the valve sleeve employed.

Referring first to the particular embodiment of the invention as illustrated in Fig.

. 1, the principal parts may be enumerated '7 is the crank as follows: 1 is thecylinder casing provided with' a water jacket 2; 3 is the cylinder head also water jacketed and having acylindrical portion 4 projecting down into the cylinder, but with its walls spaced away from the walls of the cylinder; -5 is a valve sleeve for controlling the admission and exhaust; 6'

isa piston working-inside the valve sleeve 5; shaft of the engine,- provided --with the usual crank 8 connected to the pis ton 6 by means of the connecting rod 9; and 10 is the crank casing.

The cylinder casing 1 is provided with ,an inlet passage 11 which inlet passage .communicates withthe'inlet port 12,-such port being in the form of a groove which extends completely around the interior of the cylinder casing. The exhaust passage 13 communicates with the exhaust port 14, which port 14 is in the form of a valve 9 eeve 5 has one set co e upon the interior of the cylinder casing and extendin completely'around such cas ng.

of perfor iom or ports only for registering alternately with the inlet and exhaust ports 12 and 14, such perforations or ports in the valve sleeve being in the'form of a series of slots 15 placed in alinement end-to-end, and taken together extending clear around the sleeve, the sep: arate slots being separated only by the bridge portions 16 (Fig. 4).

The mechanism whereby the sleeve 5 is operated to give the four cycle timing constitutes one feature of my ,invention and will now, be described. A crank shaft 17 extends into the crank casing 10 and carries the crank 18. This crankshaft 17 carries upon its outer end and outside of the crank casing the spur gear 19 which meshes with a spur gear 20 having one-half the pitch diameter of the gear 19 and mounted upon the crank shatt T. Pivoted upon the crank 18 is a;

link 21-, which link 21 is pivoted at its in ner endto the inner end of a second link 22 the outer end of such latter link being pivoted to the valve sleeve 5 as indicated in Fig. '1. Another crankshaft 23 is mounted in the casing 10 and rovided with a crank 24 carrying one end 0? the link 25, the other end of such link 25 being pivoted to the links 21 and 22 at their juncture 26. Shaft 23 carries a sleeve 27, and in this sleeye works a rod 28 pivoted at 29 to the connecting rod 9.

-It will be seen from the foregoing that every time the crank-shaft rotates once the shaft 23 is rotated once, and the link 25 reciprocated, and that every time the crank shaft 7- rotates twice the shaft 17 rotates once. As a esult the sleeves reaches its ex- '-treme upper position with its ports 15 in registration with the'exhaust port 14 onl once for each two revolutions of the shaft/T, and the sleeve reaches its lowermo'st position with its ports 15 in registration with the inlet port 12 only once for two revolutions of the crank shaft 7, the ports 15 in the period between these two extreme posit-ions occupying a position. somewhere between the ports 12 and 14;, and, cut off from communication therewith. This an. ranglement secures the four cycle timing d esire Starting with the'parts inthe position. in dicated in Fig. 1, the operation as follows: At this time the ports 15 the sleeve register with the exhaust port 14 and exhaust.- is occurring. At this time also the shafits 14,7 and 23 are turning in the'direoend of the piston is just passing such port 12. The ports 15' remain in registration with the port 12 until the crank 8 reaches a position at substantially 270 from the position shown,- at which time the piston 6 is in its lowermost position and the crank 24 is moving to the left, vthus tending to bring the links 21 and 2 2 into alinement and raisethe ports 15 out of'registration with theport 12. The upward movement of the piston 6 compresses the charge in the sleeve. and ignition occurs in the usual manner when the piston reaches its uppermost position, the ports 15 being during the upward movement of the piston 6 and its subsequent downward movement when the gases are exploded blanked with respect to the rts 12 and 14, such result being secure by reason of the fact that the crank 18 is during this period in a position below the shaft 17. At this time, however, the crank 18 is moving upward, and the crank 24 is nioving to the right, so that the sleeve is rapidly raised to the position shown in Fig.1, atwhich time the exhaust port 14 is brought into communication with the port 15, thuscompleting the cycle.

The exterior of the sleeve 5 is provided with a plurality of depressions or pits 30, (Fig. 4) in order to receive andhold oil, thus providing forthe lubrication of the outer surface of the sleeve in the cylinder casing 1. Oil iscarried up to the sleeve in the usual way by means of the scoop 31 carried by the connecting rod, such scoop dipping into the oil tro h 32 u on each revolution of the crank aft. his trough 32 is supported by means of a pair of parallel links 33 and 34, so that when the trough is lifted to regulate its height and the amount of oil drawn therefrom by the scoop 31, such trough will always maintain a horizontal position. The link 34 is connected to the throttling mechanism by means of link 35 and other mechanism which is not shown, so that as the speed of the engine increases the trough 32 is raised and the amount of oil supplied is increased. I

The cylinder casing 1 sup orts the sleeve 5 throughout substantiall t e entire length exposed to pressure, an is. kept cool by means of the water jacket 2. A siphon tube 36 is provided for the drainage of the water space in the head 3, such tube having its s ort leg in the head and its long leg in the jacket 2, so that when the jacket 2 is drained from its lower portion the head will also be drained. The portion 4 of the head 3 serves as a guide and support for the inner surface of the sleeve 5, and is made ti ht with respect to such sleeve by means 0 acking rings 37 and 38 placed above and be ow the perforations 39 by which communication is had with the ports 15 in the sleeve and the port 14 in the cylinder casing. While the spur gears 19'and 20 are illustrated as providing for the transmission of power from the shaft 7 to the shaft 17 in a two-towne ratio, it will be understood that other forms of driving mechanism may be employed, as for lnstance a pair of gears or sprockets with a connecting chain, such d formof mechanism bein illustrated in Fig.

3. It will also be un erstood that other forms of cranks such as an eccentric maybe substituted for the cranks 18 and 24 if de sired, as illustrated in F ig. 3, and that the term crank as used in the claims is used in its generic sense to include eccentrics as,

well as cranks. Various other modifications may also obviously be made without departing from the spirit of the invention as broadly defined and claimed.

The construction of Fig. 3 differs from that of Fig. 1 primarily in the means for giving the sleeve 5 its proper movement, an eccentric and a chain drive being substituted for the spur gear drive of Fig. 1. In this construction of Fig. 3 the crank shaft 7 carries a sprocket 40, and from this sprocket 40 the sprocket 42 is driven by means of the chain 43. The shaft 45 WhlCh carries the sprocket 42 is provided with an eccentric 47, such eccentric performing the functions of the crank 18 in the construction of Fi 1.

'21 and 22 of Fig. 1, and the link 25 corresponds to the link 25 of Fig. 1, the operation of the said link 25' from the connecting rod being the same as in the construction of Fig. 1.

Having thus described my. invention and illustrated its use, what I claim as new and desire to secure by Letters Patent, is the following: a

1. In combination in a four cycle internal combustion motor, a cylinder casing having adjacent its outer end an exhaust port and inwardly from such'port and spaced away therefrom an inlet ort, a valve sleeve fiting inside the cylindiar and having adjacent its outerend a perforation, a piston in the sleeve a crank shaft, a connecting rod intermediate the piston and crank shaft, and means fo'r reciprocating the sleeve comprising a crank, means for rotating the crank once for every two revolutions of the crank shaft, a pair of links pivoted together at their inner ends with the outer end of one link pivoted to the sleeve and the outer end of the other carried by the crank, and a connection from a point intermediate the ends of the connecting rod to the inner connected ends of the links whereby such inner ends are reciprocated transversely on each reciprocation of the connecting rod. 1

2. In combination in a four cycle internal combustion motor, a cylinder provided with admission and exhaust ports, a valve for controllingthe admission and exhaust through such ports, a piston, a crank shaft, a connecting rod intermediate the piston and the crank shaft, and means for moving the valve, comprising a crank, means for rotating the crank once for every two revolutions of the crank shaft, a pair of toggle links ivoted together at their inner ends with t e outer end of one link ivoted to the valve and the outer end. of tiie other link carried by the crank, anda connection from a-point necting rod to the inner connected ends of the' links whereby such inner ends are reciprocated transversely on each reciprocaouter end of one link tion of the connecting rod.

3. In combination in a four cycle internal combustion motor, a cylinder provided with admission and exhaust orts, a valve for controlling the admission and. exhaust through such ports, a piston, a crank shaft, a connectin rod intermediate the piston and the crank aft, and means for moving the valve, comprising a crank, means for rotating the crank once for ever two revolutions of the crank shaft, a pair 0 toggle links pivoted. together at their inner ends with the ]pivoted to the valve and the.oute!nend of t e other link intermediate the ends of the con carried by the crank, a crank adjacent the line of movement of the connecting rod, a sliding connection between the crank and connecting rod whereay the movement of the connecting rod ca ses a and a connection between the crank and the innen connected ends of the links.

4. In combination in a four cycle internal combustion motor, a cylinder casing having an exhaust port and spaced away therefrom an inlet port, a valve sleeve fitting inside the c linder and having adjacent its outer end a perforation, a piston in the sleeve, a crank 'shaft, a connecting rod intermediate the crank shaft and piston, means operated from the connecting rod and the crank shaft to cause the said perforation to register with the inlet port once during two revolutions of the crank shaft to permit the admission of an explosive charge and to register with the exhaust port once during two revolutions of the crank shaft, the said perforation lying in the period between the closing of the mlet port and the opening of the exhaust a position intermediate such ports, t e means for operating the sleeve comprising. a two link toggle, a connection from the crank shaft for shiftingth sition of the end of one of the links,.a a connection from the connecting rod to the E'uncture ofthe two links.

In testimony whereof I have hereunto signedmy name in the presence of the two subscribed witnesses.

S B. GEARING.

CHARL Witnesses:

La'rrrm A. Mme, Anonwoa'rn port in rotation of the crank, 

